Internal combustion engine



April (1932 G. M. LAGERGREN ET AL 1,852,932

INTERNAL COMBUSTION ENGINE Filed March 17, 1924 gwventou 6562,11;fjlflayei yl'ezz Wad. 4M

3 Sheets-Sheet 1 I April 1932- G. M. LAG ERGREN ET AL INTERNALCOMBUSTION ENGINE Filed March .17 1924 3 Sheets-Sheet 2 June-n on V W656'. iii. layeiyl ea @51 April s, 1932.

G. M. LAGERGREN ET AL INTERNAL COMBUSTION ENGINE a Sheets-Sheet 3 FiledMarch 17,- 1924 Patented Apr. 5; 1932 y .snsr'nv rinensennn ANDWILLIAMemsoom 00 1s," or win-meme; DELAWARE;

mnneoxn s xsonrsrx or sun-WILLIA nrsoom; coxn nnonnsnny INTERNALCOIvIBUS'ItIONYENGINE Application filedjmarhh 17, 1924. fierial No.4339,8530.

This 'im ention relates to an improyement in internal combustion:QILgIIIQS, particularly :to'the oil leurningwiesel type, and isdirected'zto ztheipnoVisi-on :off zen improvedconstruction and design ofsnchengines adapted to proem'ote economy in :manufacture: and installation,efficiency and facility in operation and maintenance, and-ineli'eble 1n:performa-nce.

Ellhe primenypohjeet ofthis invention-11s to gzrovide (21111improvedlengine struetnre operetwith inoderatefcompression :and uponsolidzin eetion of :iliel ao'il, Without the 'jnecessity ioi'mainteiningrzen external supply of high pressure enir, and 10118 which canbe (started, zoperetedrand "maneiwered :or controlled, x vzithsthe aid.of low rpressnre air, or

with steam;

,a'eplacement.

- radical xihanges zin 'ztherinstelletionand oon- V r sly decreasetheicost ofoonnertmg za steamer r so tures of menstruation; v

qearits Whi'ohrwill he'hereinafteradesoliib ediand :ioonstruetion and Afurther object of onrimzentionflis :to so eonstruct -iand= armange thestationary end zmo ingwpantszthatthe operating and control ip'ortion'ssare :nnder the direct observation of :the operating engineer in chargeand are readily f-QIGGQSSlSbl %for;adjnstn1ent,:repair end A stillfurther :type of internal ieonihnstion engine 'ineehaznism which :can'be reedilyazrpplied to end used "in :oongiund 7 on with standard partsof .an :ordinary reciprocating vsteam engine, fornonzvertingzseiidzsteem engine into an internal ,eornhustion: or.Diesektype of engine, without trol of the existing powerplant. e i

I 'VVithstheeihoizeiend other ohj'eots iniiiiew s which wvifldoenappazrentxto those skilled :inithe oenteininowel tEea-:airtgthisinventionihlcludes I a d combinations of din atheadramingsgr I:Figure :1 is m wiewvin iront elevzxtion'show sing the general:srrangement i of z-the engme midswnth [one {of the; cylinders andassociated mounting of {the =-parts. Fag 21S zen end elevation :o'fitheengine :andpentrol meelmnismg. r V

1s a plan View of the engtineishow- :mgthe Jeletwe positlons of lmtelte:and exobject lies in providing 21 give the desired haust walves :and:manifolds, es tvellkas the I,

eonnectio'n 10f LE-H61 pipes rendesteam nndeir 7 'lines; t y

E gwe -1s a vertical sectional viewithrongh the steainohest and oil pumpsupport.- Eig. V a; better 7 v 5 is a fragmentary sectional View toshowthe air supply endsteem exhaust con- ,trol; Fig; (6 is eiseotiona lyiew thrgou'gh. the fuel oilzpuznpend controlvalve.

Fig. is e fragmentary "sectional view to r that might be: iused.

I=n s'h-ippingni ward extended installation and :use of Diesel poiver,,and iit qis often desired to make such an installatiomon bound atsteamship where Z -GOHIPlQtQ steam conversion ordinarily requires {acomplete {tearing out zof :the steam-propelling engine and ;boilers and,a 7 replacement of steam winehesaandiother anxil'ierieswvitlielectrioeule Fly operated auxiliaries, thus making the -.conyers on costqoraot oally prohihiti-ve. lt-l5; a purpose-of our invention that theneoessary portions for the gDiesel-eontzerslon can he z part-of thecomplete steam ;plant, and that sufiieient .boilernepaeitymen :be.xretai-ned to ,and (maneuvering the Dieselpnopellereng ne and gtornopfiia-tionioi thesteem nperatedeuxitlmrles. ln-this may it is possible-tomateriallifr'om steam sel.

In standard :type steam engine su h esisnow installed in many steempropelled vessels, and this ,en :gine'is shown ass-of the two eylindertype. ZDhe engine l oylinders =1 and 2 Jere supporteds,byihensuailstanderds guponthe bed 4. The

cranks. 5 and 6 of the engi-ne theioonneeting-rodsl endQfittecLontheWrist pins thereof, and at theirnpper lends these rods 8 and 9 7 7 heads10. endnllimounted Ffor xzertieelreoiproeatery motement in; suitabletsli'de hearings '12'and13 Pp ower to re Diesel propel-led yesthedrawings We I have illustrated ,a.

' Piston rods le end lifiiere roles there is ia tendency to-,-

.plied to the-steam propelling engine forming esteem supply torstarting,

,of vertically reciprocating shatt 17 have are connected with the erosslentis at hand Suche the cross heads and 11 and extend through suitablepacking glands 16 in the lower heads 17 of the cylinders 1 and 2. Steamchests 18 and 19 are provided on the cylinders 1 and 2, and the usualslide valves 20 are mounted in these chests to control the intake andexhaust to and from the cylinders. The valves 20 are carried by stems 21and 22, which have connecting rods 23 and 24 pivotally connectedtherewith, these connecting rods being mounted on suitable eccentrics onthe engine shaft 7. The parts as above described are of substantiallystandard construction, and are here particularly mentioned only so thatthe relation and mounting of our improved structure may be better setforth, and the usual steam engine control mechanism is connected withthese parts, as shown in Fig. 2, the usual control and operating handlebeing provided for manipulation by the engineer.

In associating our improved structure with the standard parts andmechanism, we remove the upper heads of the cylinders 1 and 2 and thesteam chests 18 and 19, and extend the piston rods 14 and 15 and valvestems 21 and 22. In the open head ends of the cylinders, the combustioncylinders 26 and 27 are mounted, these cylinders being held in place bythe usual cap screws, or by any other suitable fastenings. Thecombustion cylinders have the bore thereof reduced to the proper sizefor the strength of the engine shaft 7. The combustion cylinders 26 and27 have pistons 28 mounted therein on the extensions of the piston rods14 and 15, to be on the upper sides of the steam pistons 29, in thesteam cylinders 1 and 2, these pistons 28 being of less diameter thanthe pistons 29 by reason of the reduction in the bore of cylinders 26and 27. Water jacket cylinder heads 30 and 31 are secured to close theopen tops of combustion cylinders 26 and 27 and it is perhaps preferablethat the pistons 28 be provided with re- 1 movable and replaceable heads32, held. in

place by the use of dowel screws or other suitable fastenings, as theoil is forced into the combustion cylinders in direct contact with thesepiston heads through spray valves 33.

Oil pumps 34 and 35 of any desired type are mounted on standards 36 and37, which cap and close the open tops of the steam chests 18 and 19, andextensions 38 of the valve stems 21 and 22 are adapted to operate theseoil pumps. Oil pipes 39 extend from the oil pumps 34 and 35 to the oilspray valves 33, these pipes being preferably coiled or looped toprovide for expansion due to the pressure of oil from the pump. Thesupply of oil to the pumps is turned on. and oil through valves 40operated by the control handle 25, and an overflow pipe 41 has anadjustable overflow or blow-off valve 42 therein to be set to adjust thepressure at which oil is injected. One form of such a valve 42 as mightbe used in this connection is shown in Fig. 7, and it will be understoodthat the discharge end of the pipe 41 might be connected with a reservetank, or with any suitable or convenient receptacle, or that this pipe41 beyond the overflow valve 42 might discharge into the atmosphere. Aninjection control valve 43 is operated by a trip 44 on the valve stemextension 38, and thus the valve 43 is opened at the proper interval forthe fuel oil injection. The pumps 34 and 35, which are of theconstruction shown in Fig. 6, or of any other desired type, are operatedto pump oil on the upstroke of stems 21, and valves 43 controlling thesupply of oil are opened by stems 43. A spring 43 on each stem 43 causesthe stem 43 to bear at its lower end against a cam finger 43, which ismoved up by the trip 44 carried by stem 38 to raise stem 43 against thepressure of spring 43, and consequently open valve 43. The valves 43 canbe of the form illustrated in Fig. 6, or of any other suitable type.

On the sides of the steam chests we provide atmospheric air intake pipes45 having spring-closed suction intake valves 46 and air pipes 47 and 48lead from the upper and lower ends of the steam chest through pipe 47ato an air chamber 49 which encircles the combustion cylinder to preheatair received from the steam chests. A four-way valve 50 is provided inthe pipe 470 leading to the air chamber 49, and a pipe 51 leading fromany suitable source of compressed air supply is connected with thisvalve 50, a steam exhaust pipe 52 being also connected with the valve. Asteam pi pc 54 leads to the steam chests and is controlled by a valve55, operated by rod 56 having a hand wheel there on.

Intake ports 57 lead from the air chambers 49 to the combustion chambersof cylinders 26 and 27, at a point above the heads of the pistons 28 ontheir lower stroke, and exhaust ports 58 are provided through the wallsof the cylinders 26 and 27 and open into pipes 59, which connect withthe exhaust manifold 60.

In starting, engine valve 50 is set in substantially the relation shownin Figure 5 and valve is open to admit steam to the steam chest 18. Thecontrol levers are then set for either forward or reverse operation ofthe steam engine and the pistons in the Diesel cylinders will bereciprocated with the steam pistons 29. Valve 50 connects air supplypipe 51 with the chamber 49, and as oil is pumped and is supplied to thecombustion chambers by actuation of the steam valves the Diesel unitswill operate. The oil supply can be cut off to permit operation entirelyby steam, and the engine can be operated entirely as a Diesel engine,with the steam supply valve 55 closed.

In this setting of the parts the operation In this setting, passage 50?)of valve 50 establishes communlcation from compressed air supply pipe 51to air chamber 49 and C0111".

pressed air is supplied for operation of the Diesel unit, as long, asthe valve in the oil supply line is open. Closing of'the steam supplyvalve will permit operation as a combustion engine and if the oil supplybe cut oil, the engine can'be operated upon steam alone.

After the engine has been placed in Opera tion valve 50 can be shiftedto bring either passage 50a 'or 50?) to establish direct communicationthrough the two leads of pipe 47a, as illustrated in Fig. 5, and then adirect connection is established from the steam chest through pipes 47and48. As the steam pistons 29, move within the steam cylinders suctionwill be created to draw atmospheric air into the steam chest through thepipe 45, and this air will be sucked intothe. opposite ends of the steamcylinder to be compressed therein. The steam pistons 29 act as pumppistons to compress air which is passed through pipes 47 and 48 andthrough valve 50 tobe discharged into the air chamber 49.

As this air chamber 49 surrounds the ex haust, the air will be preheatedand in its compressed preheated state will be injected through intakeports 57 at the proper cycle,

interval. Duringthe operation as above set forth, the supplyofcompressed air through pipe 51 will not be used.

While We have herein shown and described our invention associated andadapted to a particular type of steam; power plant and particularcontrol means therefor, it will be appreciated that changes andVariations can be made in the form, construction, arrange,

ment' and mounting'of the various parts, without departing from thespirit and scope of this invention. a

We claim:

1. Witha reciprocating steam marine engine structurelcomprising a steamcylinder having a rod carried "piston therein and a stem operatedreciprocating steam supply distributing valve, the combination of acombustioncylinder carried by the steam cylinder, a piston carried bythe steam piston and working within the combustion cylinder, anatmospheric air intake pipe leading to said steam valve, an air'intakevalve in said pipe, a pipe leadingfrom said steam valve to the interiorof the combustion cylinder, a valve for said air supply pipe, areciprocating oil supplypump, an operating means connecting thereciprocating valve to the oil supply pump, and a control valve actuatedby movement of the steam supply distributing valve stem t'o eontro'lrperiedic rinjectioms .of foilinto the 'coiribustionzcylinder. i 1 I 2.'l Vithfa reciprocating steiam Lmarine ens gi ne structure, comprising:a steam cylinder having a rod carried piston therein wvith sa stemoperated reciprocating steamr distributin'g valve, the combination of an:air inlet the piston rod and valve stem, an internal combustioncylinder mounted in l-inewvithithe connection to the steamrhest,:extensions :on,

.7 5 etc am cylin'der, a piston carried by theexten- ,7

sion of the pistonarodof the head end oifithe s'team piston'to workwithin the combustion cylinder,

valve =rod,-a pipe from the steam ches't to the "combustion cylinder,charge Y supply @connecan oil pump arried by the steam chest to be'operated tromthe entension of the having a rod carried piston thereinwith a stem operated reciprocating steam distributmg valve, thecombination of extensions on combustion cylinder mounted on the openheadend of and in line with the steam cylthe piston rod and valve stem,an internal f inder, a piston carried by the extension of piston to workwithin said combustion cylinder, anoilE pump carried by the steam valvechest tobe operated from the extension on the valve stem, a pipe fromthe steam valve chestto the combustion cylinde'rto supply charge formingair to said cylinder, a charge supply connection to the combustioncylinder, a pipe leading from the oil pump to the charge supplyconnection, a valve in said pipe operated by movement of the extensionon the valve stem to open the oil pipe for periodic-injections of oil, asteam connection to the steam valve, and an exhaust connection from saidcombustion cylinder. 4. With a reciprocating steam marine en.- ginestructure, comprising a steam cylinder having a rod carried pistontherein with a the piston rod on the head end of the steam stem operatedreciprocating steam distributing valve, the combination of a combustioncylinder of less inder mounted on the open head end of said steamcylinder in axial alinement therewith, a pistonmounted on andreciprocating with the steam piston working within the combustioncylinder, avalve controlled air inlet diameter than the steam cyl' saidpump and actuated by movement of the reciprocating steam chestcontrolling valve to open connection to the combustion cylinder forperiodic injections of oil thereinto, and an exhaust connection from thecombustion cylinder.

5. With a reciprocating steam marine engine structure comprising a steamcylinder having a rod carried piston therein and a stem operatedreciprocating steam distributing valve, the combination of a- Dieselengine structure comprising an internal combustion cylinder mounted onthe open head end of said. stem cylinder in axial alinement therewith,an extension on the steam piston rod extending into the combustioncylinder, a piston carried by the extension of the piston rod movableWithin the combustion cylinder, and fuel supply means connecting withsaid combustion cylinder and connected to be actuated by the steam Valvestem.

In testimony whereof We hereunto afiix our signatures.

VILLIAM GRISCOM COXE.

GUSTAV M. LAGERGREN.

